Vibration dampening device



Feb. 11, 1941. L. M. TAYLOR 1 2,231,037

VIBRATION DAMPENING DEVICE Filed Nov. 30. 1939 4 Sheets-Sheet 2 Ill /N VEN TOI? 1 Feb. 11, 1941. L, M mLoR 2,231,037l

VIBRATION DAMPENING DEVICE Filed Nov. 30, 1939 4 Sheets-Sheet 5 Av1/5N TOR Feb. 11, 1941. M, TAYLOR' 2,231,037

VIBRATION, DAMPENI'NG DEVICE Filed Nov. 30, 1939 4 'SheetS-Sheet 4 5725? f7. 72V o@ NI w'- r a W Patented Feb. 1l, 1941 UNITED STATES PATENT OFFICE (Granted under the act of March s, 1883, as amended April 30, 1928; 370 0. G. 757) The invention described herein may be manufactured and used by or for the Goverment for governmental purposes, without the payment to me of any royalty thereon.

6 This invention relates in its broadest aspect to devices for coupling at least two relatively rotatable members by a yielding means, capable of absorbing energy arising due to relative rotation of said members and dissipating at least a por- 10 tion of said energy in the form of heat.

.The invention proposes to connect at least two relatively rotatable members by a yielding medium, which will transmit a turning moment applied to one of said members, to the other of i said members by pure shear stress, in combination with tensile or compressive stresses, within said yielding medium. The stress within said yielding medium may also be a combination of tensile, compressive and shear stresses.

zo The invention has many general applications of which a few are as follows:

The invention is applicable to use as a coupling means for connecting two shafts or other relatively rotatable elements, so as to effectively 25 damp out torsional vibrations and to prevent the transmission of torsional vibrations from a vibrating one of said members to the other of said members. Such vibration dampeners are useful in connecting an inertia element toan 3U internal combustion engine crankshaft to form a known type of torsional vibration dampener. I am aware that Roger K. Lee in his U. S. Patent No. 2,041,556 shows a vibration dampener which is one solution of the problem of damping vibra- 3: tion in proportion to the amplitude of the vibration, irrespective of the speed of the vibrating member, but' in the operation of his dampener the rubber, or resilient material is subjected to forces of complex quality and varying amplitude 4u throughout the operating angle `of rotation and the resilient material is subjected to stresses of widely varying intensity throughout the volume of said material. Furthermore, the nature of his construction is such that the effective surface of 4.3 his dampener covers an area transverse of the-I axis of rotation, and relatively larger than a cross section of the rotating shaft and its normal housing.

In modern aircraft propulsion units using im metal propellers, it is particularly desirable to prevent engine vibrations from being transmitted io the propeller blades, since where the engine vibration frequency and the natural period of vibration of the propeller blades coincide, the

5;, amplitude of the propeller vibrations increase to a dangerous degree, which may result in propeller failure. The invention provides a novel solution to this problem by incorporating a. yielding connection between the propeller hub and the engine crankshaft, which incorporates the 5 energy absorption features above noted. The yielding connection forms an integral part of the propeller hub assembly and effectively damps out torsional vibration and also serves to absorb shocks due to gyroscopic forces acting on the propeller and transmitted in the usual types of construction directly to the engine crankshaft.

The invention is also peculiarly adapted to use as a shock absorber, either on automobiles, or other land vehicles, or as a shock absorbing unit in the landing gear of aircraft.

The yielding medium used as an energy absorbing means in the devices according to the invention is rubber, or a material having similar properties, when under stress.

The invention may also incorporatein addiltion to the energy absorbing yielding means, a 'friction device, to further dissipate energy.

The invention further contemplates the preloading of the'yielding medium so as to obtain 25 an increase in the energy absorbing characteristics of the yielding medium, under certain predetermined conditions.

The principal object of the invention is the provision of a vibration dampening, or shock absorbing coupling means between two'relatively rotatable members, the coupling including a resilient bondable material bonded to retaining walls in said coupling, the resilient material in said coupling being subjected to a combination of shear and tensile or compressive stresses of uniform quality and of progressively increased intensity as the operative angle of displacement between said relatively rotatable members increases. 40

A further object of the invention is the provision of a hub construction for aircraft or marine propellers to dampen out vibration and prevent vibration in the propeller driving means from being transmitted tothe propeller blades.

A further object of the invention is the provision of a shock absorber incorporating the features,v of v the invention and suitable for use in connection with land vehicles or aircraft landing gear. 1 50 A further object of the invention is to provide a novel energy absorbing coupling means which is of simple construction and in which theenergy absorbing medium is utilized in an eilcient manner. i 55 Other objects will become apparent 4by reference to the specification and drawings.

Various embodiments incorporating the novel features ofthe invention are illustrated in the accompanying drawings in which:

Fig. 1 is a front elevation partly in section illustrating the principal features of the invention;

Fig. 1a is a sectional view of an alternative arrangement of the rubber material in Fig. 1;

Fig. 2 is a view partly in section of a device similar to that of Fig. 1 but employing an antirfriction stop;

Fig. 3 is a view partly in section of a device similar to that of Fig. 1 employing a different arrangement of the friction stop;

Fig. 4 is a view partly in section showing right and left hand threaded portions on the shaft and housing;

Fig. 5 is an end view of the device of Fig. 5 showing a split housing;

Fig. 6 is a side elevation view of an aeroplane, equipped with my mount as a shock absorber unit in the landing gear;

Fig. 7 is a view partly in section showing the shock absorber unit in normal condition;

Fig. 8 is a view partly in section showing the split housing construction as used in Fig. 7;

Fig. 9 is a view showing the shock absorber in the preloaded position;

Fig. 10 is a view partly in section showing the device of Fig. 7 adapted for preloading of the resilient means;

Fig. 11 is a view partly in section showing a modification having a constant engagement of the friction means;

Fig. 12 is a front elevation of a propeller hub incorporating a shock absorbing device according to the invention; and

Fig. 13 is a sectional view taken along the line I3-I3 of Fig. 12. l

Similar parts have been given the same reference numerals in all of the figures with the exception of Figs. 12 and 13.

Referring to Fig. 1, the numeral I indicates a generally cylindrical housing preferably made of metal and having a mounting lug 2,. formed integral therewith. The housing is provided with an annular flange 3 at one end and a similar ange 4 at its other end. The housing has a longitudinal central bore 5, and the inner wail of the housing is cut to form a helical grooveof rectangular cross-section 6, forming a spiral projection or thread 1 on the casing inner wall. A cylindrical shaft 8, located within the bore 5. of the casing 2, is provided with an external helical thread 9 having faces 9a and 9b. the thread having the same pitch as the helical groove 6, but the width of the thread 9, being considerably smaller than the width of the spiral groove 6. The external diameter of the threaded portion 9, is of substantially the same diameter as the diameter of the groove 8, so that the shaft may be threaded into the housing, with the thread 9, contacting the bottom of groove 6 in the housing, which serves as a journal for the shaft 8. The portions of the shaft 8 between adjacent parts of the thread 9 is of substantially the same diameter as the bore 5 so that the thread 1 of housing 2 is in contact with the shaft 8.

In the normal position the thread 9, of shaft 48, is spaced centrally of the groove 6 and the space between the threads 1 and 9 is filled with a resilient material I0, which is preferably a rubber compound, or a similar material, which is bonded by a vulcanizing process t the side walls of the threads 1 and 9 of the casing 2 and shaft 8, respectively. The rubber compound does not extend beyond the terminal portions of the thread 9, on the shaft 8. The rubber compound may be forced into the space between the threads by means of an injection type plastic molding machine, the rubber compound being heated sufciently to be plastic. The entire assembly is then heated to vulcanize the rubber which becomes firmly bonded to both the casing and the shaft.

At one end the shaft 8 has a reduced diameter splined shoulder portion Il, a further reduced diameter threaded shoulder portion I2, and terminating in a squared end portion I3. A disc I4, having -a .central splined opening I5, is mounted on the splined shoulder portion II, of shaft 8. Thin washers I1 space the disc I4, from the shoulder on shaft 8 and the disc is secured against axial movement relative to shaft 8 by a lock nut I8, threaded on the threaded shouldered portion I2, of shaft 8. A lever I9, is fitted on the squared end portion I3, of shaft 8, to impart angular rotation thereto.

Upon its inner face the -disc I4, is provided with a layer of friction material I8, similar to that used for brake lining, which cooperates with the face of the annular flange 4, of the casing I, to serve as a friction energy absorbing means and also as a stop to limit relative axial movement between the shaft and housing.

Upon its other end the shaft 8 projects beyond the casing I and is formed with a reduced diameter splined portion 20 and a threaded portion 2|, similar to the splined and threaded portions II and I,2.respectively. A splined disc 22, having a fricticnface 23, is mounted in an identical manner-[to the mounting of disc I4, upon the splined portion 20, of shaft 8. Spacing washers 24and a locknut 25, retain the disc 22 against axial movement relative to shaft 8. The disc 22 with its facing of friction material 23, cooperates with the flange 3, of the housing I, to form a second, friction, energy absorbing means. In the .normal position the discs I4 and 22 are spaced by the clearance distance a, from flanges 3 and 4.

The operation of the device of Fig. 1 is as follows: Casing I is held stationary by securing lug 2, to some stationary object and. when a force is applied to lever I9 tending to cause clockwise rotation of the shaft 8, the shaft 8 will tend to move axially to the left as seen in Fig. 1. If there is noV resistance to axial movement of shaft 8, all of the rubber bonded to the faces 9a and 9b, of the thread 9, Will be placed in shear and the work done in deecting the lever will be absorbed by the shear deformation of the rubber I0. When the deflection of the arm I9, has caused the shaft 8 to move axially to the left an amount equal to the clearance distance a, the friction surface I8, of the disc I4, will contact the annular flange 4 and further axial movement of the shaft 8, relative to the housing I will stop. Continued deflection of the arm I 9 will cause the rubber bonded to the face 9a, of the thread 9, to be subjected to a large compressive stress, while the rubber bonded to the face 9b, of the thread 9, will be subject to a tensile stress. The work absorbed by the rubber will thus at first be due to shear stress and beyond a predetermined defiection of the lever I9, will be due to a combination of compression and shear and tension and shear stresses in'the rubber. It will be seen that the work absorbed is a function of to be generated by internal friction and in com- .bination with the heat generated by the friction device, causes a considerable percentage of the total energy absorbed to be dissipated in the form of heat.

When the arm I9 is rotated in a counterclockwise direction, as seen in Fig. 1, the rubber is stressed'in exactly the same manner as above described except that the rubber bonded to the face 9a of thread 9, will carry a stress in tension and shear and the Vrubber bonded to the face 9b, will be stressed in compression and shear. 'I'he friction disc 22 will cooperate with the flange 3, to serve as a friction absorbing means in the same manner as disc I4 so functions.

Where the device is to be used to absorb energy in only one directioncf relative rotation between the casing and the shaft only one friction work absorbing means need be used.

It will be noted that as the screw thread 9 of shaft 8 is rotated, after disc I4 engages the flange 4, the rubber bonded to the face 9a, of the thread 9 is compressed and decreases in cross-sectional area, but the thread 9 is still moving relative to the thread 1, of housing I, causing an increased distance along the threads to accommodate the rubber displaced by the reduction in cross-sectional area. In the same manner; space for the displacement of th rubber due to tensile stress is provided.

To provide further space for rubber displacement, in some cases it may be desirable to employ the modied construction illustrated in Fig..

la, in which the rubber I0, is' provided with 'a and the rubber inserted in 'the housing halvesin the form of preformed strips incorporating the grooves I8. The -housing halves are. then as-- sembled around the shaft 8 and the assembly heated to vulcanize the rubber and bon-d the same to the housing and shaft. The groove co'nstruction illustrated in Fig.1a, is generally applicable to all of the devices shown aswell as the embodiment disclosed in Fig. 1. A

Where it is desired to use the device of Fig. 1 as a torsional vibration dampener, it is only necessary to secure the housing I, to one member, such as an inertia disc and to connect th'e shaft 8 to a torsionally vibrating drivingv member, such as an engine crankshaft. The device will then operate to effectively damp out such torsional vibrations.

The device of Fig. 1 can be effectively used as a vibration damping lcoupling by connecting the housing I to rotate with a driving member and connecting the shaft 8 to rotate with a driven member. Torsional vibration in either the driving, or driven member, willbe absorbed In addition to Y in the'coupling due to the relative rotation between the housing and shaft of the coupling, due to torque variations permitting a smooth torque to be transmitted from the driving to the driven member.

The device of Fig. 1 is suitable for use as a shock absorber, by holding the housing I stationary relative to the structure upon which it is mounted and applying the shock load to be absorbed to an arm similar to the arm I9 shown in Fig. 1. 'I'he friction, energy absorbing means will materially reduce rebound due to release of the shock load.

Fig. 2 illustrates a modification of the device illustrated in Fig. 1, in which the friction stop means is replaced by a single anti-friction stop. The casing I, is provided with an end wall 30, having a centrally disposed boss 3|, formed thereon and having a threaded bore 32. in which is adjustably secured a threaded stop 33, retained in fixed position by a lock Washer 40 and a lock nut 39. The inner end of the stop 33, is formed with a spherical surface 34, which engages the fiat end 8', of the shaft 8. The shaft 8 and the housing I with threads I and 9 and the rubber yielding medium I0, are arranged in identical fashion, to that illustrated in Fig. 1. tion the casing I remains stationary relative to the shaft 8. The fiat end 8', of the shaft 8, is normally spaced from the stop surface 34, of the stop 33, so that the application of a torque to the shaft 8, by means such as the arm I9, of Fig. -1, will cause axial movement of shaft 8 to the left causing shear deformation and stress in the 'rubber I8. Upon the end 8', of shaft 8, engaging the surface 34, of stop 33, the rubber bonded to the face 9a, of thread 9, will be compressed, while the rubber bonded to the face 9b, of thread 9, will be tensioned in exactly the same manner as when arm I9 is rotated clockwise in Fig. 1. The 'spherical surface 34, of stop 33, permits further rotation of the screw without introducing any friction. The energy absorbed, is absorbed .solely within the rubber and any energy dissipated is generated by internal friction within the rubber. The device of Fig. 2 is suitable for use in installations where shaft V8 will be rotated .in one direction due to applied torque load and'where the deflection is of such small magnitude that a friction energy absorbing means is not required.

The device disclosed in Fig. 3 is similar to the device of Fig. 1 except for the location of the friction stop. 'Ihe device, similar to the device of Fig. 2 is shown for use with clockwise rotation of shaft 8. The housing I-is provided with a closede'nd Wall 30, having a boss 3|, provided with a threaded bore 32, similar to the construction shown in Fig. 2. A threaded stop 35, adjustably retained by lock washer 40 and lock nut 39, is threaded into the boss 3| and at its inner end is provided with a disc like ange 36 having a facing of friction material 31 secured thereon, which cooperates with the at end 8 of the shaft 8 to form a friction energy absorbing means similar in function to the friction stops of Fig. l. The surface 8' is normally spaced a distance a Flg. 1), from the friction surface 31 and when the surfaces engage after a predetermined rotation of shaft 8, a portion of the energy absorbed will be dissipated by the friction surfaces in the same manner as in the device in Fig. 1. The rubber I will be stressed in a similar manner as in the clockwise rotation of shaft 8, in the device of Fig. 1.

Figs. 4 and 5 illustrate a modified arrangement of the threads on the casing and shaft and in which a stop is not employed, the thread arrangement serving an equivalent function. The casing I is split into two halves, an upper half Ia, and a lower Ib, each half being provided with external flanges 40, which serve by means of bolts 4I, to hold the casing in assembled relation. The casing I may be open at the ends if desired and the threads on the casing and shaft serve to journal the shaft in the casing as described with reference to Fig. 1. The thread 9, on the shaft 8, is split into two portions threaded in the opposite senseand leaving a central space 45, adjacent the inner terminal ends of the thread 9. The portion of the thread 8 tothe right of the vertical center line, as seen in Fig. 5,

is threaded left hand, while the portion of the thread 9, to the left of the vertical center line, is threaded right hand. The thread 1, of casing I, is similarly formed into left hand and right hand threaded portions to cooperate with the corresponding thread element on shaft 8. The spaces between threads are filled with rubber I0 bonded with the threads 1 and 9', as in the modification Fig. 1.

The application of a clockwise turning moment to the shaft 8 will tend to cause axial movement of the shaft 8 to the left, due to the action of the right hand threaded portion of shaft 8,

, which movement will be opposed by the action of the left hand threaded portion of shaft 8, so that no axial movement will ensue,but the rotation of the shaft 8, will-cause the rubber bonded to the faces 9a, of the threaded sections 9, to be compressed Aand the rubber bonded to -the faces 9b, of the threaded sections 9, to be tensioned. Thus the deformation of the rubber is mainly tension and compression, and shear stresses arise only incident thereto similar to the operation of the device of Figure 1 after the stop is engaged.

In Figs. 6, 7, 8, 9, 10 and 11, there is illustrated a form of my device for use as a shock absorber for airplanes.

In Fig. 6 the airplane 58, has a rigid pair of V struts 5I and 52, secured to the airplane fuselage and serving as a mounting means for the casing I, of a shock absorber similar to that shown in Fig. 1. 'I'he shock absorber shaft 8, is connected to a downwardly extending tube 53, which carries a suitable stub axle (not shown) for supporting a rubber tired wheel.

As seen in Fig. 7, the shock absorber is similar in most respects to the general embodiment shown in Fig. 1, the casing I, being split along its longitudinal center line into an upper half Ia, having the V strut attachment lugs 2 and 2', formed therewith and a lower half Ib. 'I'he upper and lower halves are each provided with abutting flanges 40, held together by bolts 4I, to form a casing assembly similar to that described with .reference to Fig. 4. The shock absorber unit is similar in all respects with the absorber shown in Fig. 1, except that the right hand end of the shaft 8, terminates in a splined end I3', which ilts into a splined counter bore 55, of the ttlng 54, formed in the end of the tube 53, which serves as a crank to transmit wheel deflection to the shaft 8 and rotate the shaft relative to the stationary housing I. The tube 53, is held against longitudinal movement relative to the shaft 8, by means of a bolt 51, threaded into the end of the shaft 8, which in connection with the stop washer 56, holds the shaft 8 ilrmly seated in the counter bore 55, of the tting 54. A further difference over the device shown in Fig. 1, is that the annular flanges 3 and 4 are each faced with a friction material, which serves to increase the friction work absorbing possibilities, when cooperating with the friction discs I4 and 22, re

spectively. In landing, the shock load deflects a. Upon friction surfaces 3' and 23 coming in contact, further axial movement of the shaft 8 toward the right is prevented and continued rotation of the shaft will then compress the rubber bonded -to the thread face 9b, of thread 9 and tension the rubber bonded to the face 9a, of thread 9. The rubber will then be stressed in tension and shear, on one side of the thread 9 and in compression and shear, on the other side of the thread 9 and simultaneously the friction surfaces 3' and 23, will be absorbing work in friction and dissipating such work in the form of heat. The greater the deflection of arm 53, the greater the Work absorbed and energy is dissipated by friction, against the friction stop and internally within the rubber I0. The rubber in being stressed, is stressed substantially in a uniform manner, i, e. the shear stress throughout the depth of the thread has a nearly constant average value and the tension and compression stresses are applied uniformly throughout the depth of the helical thread faces bonded to the rubber. To prevent sudden rotation of the crank arm through an angle, in a clockwise direction past the initial position, the brake disc, or stop I4, will cooperate with flange 4 to dampen such deflections. 'Ihe friction surfaces I6 and 4', dissipating energy in a rebound of the absorber past its normal position, the axial clearance between these friction surfaces being adjustable to a desired amount.

Where shock absorbers according to the invention are used in aircraft landing gears, it is desirable to have a large deflection and to increase the available deection and this desired result may be attained by preloading the rubber in the absorber. To attain this result the rubber is preloaded to place a clockwise turning torque upon the shaft 8 and cause the landing gear when subject to the normal load when at rest on the ground to balance the wheel load torque applied to the absorber by the crank arm 53. The

airplane with the absorber preloaded and the wheel in its 'normal position is shown in Fig. 9.

A convenient structure for preloading the absorber rubber I0 is shown in Fig. 10, in which the vabsorber is substantially identical to the absorber,

as described with reference to Figs. 1, 7 and 8, except for the following changes. The shaft 8 is centrally counterbored as at 60 and at one end has an enlarged threaded counterbore 6I, which has a threaded plug 62, screwed therein and retained by a transverse pin 64. The threaded plug 62, extends beyond theleft end of the casing and a short splined portion thereof serves as a support for the friction stop 22, which has a splined bore 63, which permits the discl 22, to be axially adjusted along the support 62, a desired amount. A lock nut 65, retains the disc 22 in its adjusted position. The friction disc I4 is adjustably .mounted on a splined portion I5, of `the shaft 8 and retained spaced from the flange 4, a desired distance, by means of spacer washers I1 and lock u nut I8 as in the device of Fig. 1. The thread 8 on the shaft 8 and the thread 1 on the housing I, are formed as lefthand threads, so that counterclockwise movement of arm 53, will cause axial movement of shaft 8 to the left, as seen in Fig. 10. By tightening nut 62 and'disc 22 until the friction surfaces 3' and 23 engage, the shaft 8 will be moved axially to the left compressing the rubber I0, bonded to the face 9a, of the thread 9 and tensioning the rubber bonded to the face 9b, of the thread 9. The stressing of the rubber in this manner will cause a. clockwise torque to act on the shaft 8 and arm 53, a desired amount, counteracting normal wheel load torque applied to the arm 53. When a landing shock load is applied to the wheel, it will tend to rotate the wheel counterclockwise, as seen in Fig, 9, which will also tend to cause axial movement of the shaft 8 to the left through the clearance distance a, but no actual axial movement will take place until the preloading tension and compressionf stresses are relieved, the whole load then being supported by shear stress in the rubber I8. Further movement of the shaft `8 to the left, due to counterclockwise rotation of the arm 53, will cause the friction surfaces 4' and I6 to engage with a subsequent stopping of further axial movement of the shaft 8. Continued rotation of the shaft 8 will then compress the rubber bonded to the face 9b,rof the thread 9 and tension the rubber bonded to the face 9a, of the thread 9, the shear stress in the rubber I0 being combined with the tensile and compressive stresses inthe manner previously described.

'I'he rubber in the devices of Fig. 1 and Fig. '1 may be preloaded by removal of the spacing washers I1, on one of the friction discs and by means of the adjusting nut bring the disc into contact with the corresponding casing flange and further tightening of the adjusting nut `will thus preload the rubber.

In Fig. 11, a modified form of friction stop means is shown, in which the stop 22, is axially slidable and held in contact with the friction surface 3', by means of springs 18. compressed b y `a movable abutment 1|, threaded on the screw 52 of the device of Fig. 10 and retained by the lock nut 65. Such an arrangement permits preloading of the rubber, when used in the device gf Fig. 10 and permits energy to be absorbed in friction in both directions of rotation o f shaft 8 and arm 53, thus materially reducing rebound,l

As heretofore noted, the invention i s suitable fior use in dampening vibration in a propeller drive and can be incorporated in an aircraft propeller hub structure to form an integral part thereof and such a hub construction is illustrated in Figs. 12 and 13. The construction is similar :in mostrespects with the device illustrated in- Fig. 1, but for convenience different reference numerals are used.

A main cylindrical hollow casing 10, is split along a vertical center line into similar halves 1I and 12, with annular, end flanges 13 and 14, formed at the ends of the respective casing halves. Propeller blade hub sockets 15, are provided, these sockets 'being diametrically opposed and split on the vertical center line into similar opposed halves 15 and 11, which are formed as an integral part of the respective casing elements 1I and 12 and the annular flanges 13 and 14. Each blade socket is provided with a reduced diameter groove portion 18, which serves as a seatfor a locking clamping ring (not shown) being well known in the art. 'I'he clamping rings serve to hold the hub in assembled relationandtlock propeller blades (not shown) by means ofithe recessed counter bores 19, against radial movement, the friction caused by the clamping, pre-A venting rotation of the blades about the vertical axis.- The casing elements 1I and 12, are each formed with aninternal threaded projection 19 and- 80. respectively; which when the casing halves are assembled form a continuous thread. Threaded into each casing half 1I andY 12,-\is a hollow sleeve element 8| and- 82, respectively.

, The sleeve elements 8l and 82 are' externally threaded with, threads 83 and 84; respectively. The threads in the casing anid on the sleeve elements are made of such'a width, that a considerable space is, left on either side of the sleeve thread.` These spaces are lled with rubber compound 90, with the exception' of the housing portions adjacent the ends of the threads. which allows space for rubber displacement. The rubber is bonded to the threads on the casing and sleeve elements and a thin layer of rubber sep arates the sleeves from the housing at the apices of the threads serving as a yielding journal to cushion gyroscopic forces acting on the propeller in a plane perpendicular to the plane of rotation but if desired, the apices of the threads 'may serve as journals. as in Fig. 1. The hollow sleeves 82 and 83, are internally splined as at 92 and 93, respectively, which serve to transmit rotation to the propeller, from an aircraft engine crankshaft (not shown). Suitable stepped counter bores 94 and 95, are formed in the ends of the hollow sleeves 82 and 83, respectively, The counter bores 94, serve to engage a locking nut (not shown) and the counter bores 9,5, abut against a tapered portion of the crankshaft (not shown) to retain the sleeves against longitudinal displacement relative to the engine crankshaft. The sleeves 82 and 83 are vfolllliid with enlarged threaded portions 88 and 91, respectively. at their outer ends, whieh serve supports for threaded annular d iscs 98 and lili), respectively and permit axial adjustment of the relative to the sleeve members. The discs 98 `and I 80 are eaeh faced with friction material I8I and I82 respectively, the friction faces being spaced with a'slight clearance from the -faeespf` the respective annular anges 13 and 14.. l@u itable bent wire keys |83 retain the dises 98 and I 08 .in adjusted position and prevent relative rotation between the discs and their corresponding s leeve `members. Spanner wrench slots I 84, permit the respective discs 98 and |08 to be adjusted when the' keys are removed. The threads inthe casing elements and on the sleeve elements are shown as left hand threads, but they need not be so formed.

In operation an engine crankshaft, not shown, transmits af torque, for example in a clockwise direction, as indicated by the arrow in Fig. 12,

which will tend to cause the sleeves to rotate axially toward the right, as seen in Fig. 13. The tendency of the sleeves to rotate relative to the housing 1li, will set up shear stresses in the rubber compound 98, which will transmit the engine torque to the housing or casing 10 to rotate the propeller blades. If the torque should vary above a definite value the sudden increase of torque will shift the sleeves 82 and 83 axially to the right suilcient to cause the vfriction surface I8I, of disc 98, to engage the face of the annular flange 13 and prevent further axial movement of the sleeves. Continued rotation of the sleeves relative to the housing assembly, will cause the rub- ,60 to the splines 92 and 93, of the sleeves 8l and 82,

`ment of the disc 98 and the amount of damping in the rubber and at the friction surface I I, will be directly proportional to the amplitude of the torsional' vibration of the crankshaft. If the torque applied drops belowV a predetermined value the inertia of the propeller will cause it to overrun the engine crankshaft, causing the sleeve members 32 and 83, to rotate counterclockwise relative to the housing 10, which will cause the sleeves to move axially toward the left, causing unloading of the rubber 90 and release of friction surface IOI, from engagement with the face of flange 13. The axial movement of the sleeves to the left, will then cause friction surface |02, to engage the face of annular flange 14, which will tend to dampen out such a torque variation and to transmit torque to the propeller by shear' stress. If the torque variation is of such a decreased value in amplitude, as to cause further rotation of the sleeves 82 and `83, the rubber bonded to the left sides of the threads I9 and 80,

will be compressed and' the rubber bonded to the right sides of the threads I9 and 80, will be tensioned, the increased stress cushioning and dampening the torsional variation. The friction disc |00, can be spaced a desired amount, from the face of the annular ange 14, so that no substantial overrunning of the propeller, with respect to the engine crankshaft will occur, if such a result is desired.

I have thus provided a novel propeller hub, incorporating an integral vibration dampener in which the damping is proportional to the amplitude of the torsional variation and not dependent on the engine speed. The stresses in the rubber yielding material are substantially uniform throughout the material and thus utilize the energy absorbing characteristics of the material in the most eflicient manner. ,f

In any of the above described modifications the particular form of the helical flanges may be similar to any conventional thread form, such as a V, a square, or a buttress type thread.

While several preferred embodiments of the invention have been illustrated in the drawings many variations will be apparent to those skilled in the art and all such reasonable equivalents are deemed to fall within the scope of the invention as defined by the appended claims.

I claim:`

1. A shock absorbing coupling device for connecting two relatively rotatable and relatively axially movable elements comprising; a secondary member, a helical ange on said secondary member, a primary member rotatably and axially movable relative to said secondary member, a helical flange on said primary member, said helical flanges being in concentric overlapping relation and at least one pair of opposed faces of said helical flanges being in spaced relation, a resilient material in the space between said helical flanges yieldingly opposing relative rotation of said members, and a stop lmeans for limiting relative axial displacement of said members.

2. The structure as claimed in claim 1; wherein the stop means form a slipping friction connection between said primary and secondary members.

3. The structure as claimed in claim l; wherein the stop means permits a predetermined relative axial displacement between said members before becoming eiective.

` 4. The structure as claimed in claim 1; wherein the stop means includes a stop effective to limit relative axial movement of said members in one direction and a separate stop to limit relative axial movement of said members in the opposite direction.

5. A shock absorbing coupling device for connecting two relatively rotatable members comprising; a secondary member having a helical ange thereon, a primary member rotatable relative to the secondary member, a helical flange on the primary member, a resilient material between said anges and serving as a yielding connection between said member, the periphery of the helical flange of one of said members being journalled in the other of said members.

6. A vibration damper comprising a driving member, a driven member, a resilient means connecting saidmembers and serving to transmit a torque from one member to the other upon relative angular displacement of said members,

means for transmitting said torque up to a predetermined relative angular displacement of said members substantially wholly by shear stress in said resilient means and means whereby said torque is thereafter transmitted by stressing said resilient material uniformly throughout in a plane normal to the plane of said shear stress, in addition to said shear stress.

'7. A shock absorbing coupling device for connecting two relatively rotatable elements comprising; a primary member, a secondary member, said primary and secondary members being relatively rotatable, helical flanges on each of said members, said helical flanges being in concentric-overlapping spaced relation, resilient material bondedto corresponding opposed faces of each of said helical flanges and serving to transmit a turning moment in part from said primary member to said secondary member upon relative rotation of said members substantially by shearing stress in said resilient material and means for simultaneously transmitting the remainder of said turning moment by subjecting said resilient material uniformly throughout to a compressive stress.

8. The structure as claimed in claim 7; wherein the means for simultaneously transmitting the remainder of said turning moment subjects said resilient material uniformlyY throughoutto a tensile stress.

9. A means for coupling two relatively movable elements comprising; a primary member, a secondary member, said members being relatively rotatable, a right hand threaded portion on said primary member, a left hand threaded portion on said primary member, a right hand threaded portion on said secondary member, a left hand threaded portion on said secondary member, resilient means connecting said members bonded to the right hand threaded portions on said primary and secondary members and resilent connecting means bonded to the left hand threaded portions of said members, whereby turning moments are transmitted from said primary member to said secondary member, with said members remaining in a fixed axial relation.

10. A shock absorber for aircraft landing gears and the like comprising a casing, means for rigidly mounting said casing, a helical flange in said casing, a shaft journalled in said casing for rotation relative to said casing, an arm secured to said shaft for transmitting landing loads thereto, a threaded flange on said shaft, a resilient material located between the helical flanges bonded to the side faces of said helical flanges, a slipping friction connection between said shaft and said casing to prevent relative axial movement between said shaft and said casing for angular movement of said arm in one direction beyond a predetermined movement and an additional slipping friction connection between said shaft and said casing for limiting axial movey ment of said shaft relative to said casing when said arm rotates in the opposite direction.'

11. A propeller hub comprising a hub casing, a sleeve journalled in said casing and adapted to be connected to a source of power, said sleeve being ro-tatable relative to said casing, a resilient material bonded to saidcasing and to said sleeve for resiliently transmitting torquel from said sleeve to said casing, means for causing a portion of -said torque to be transmitted by shear stress in said resilient material and means for transmitting the remainder of said torque by subjecting said resilient material to stresses in a. plane substantially normal to the plane of said shear stress'. L A

12. The structure as claimed in claim l1; including a slipping friction connection between the sleeve and the hub casing.

13. A shock absorber. comprising a easing, a shaft relatively rotatable with respect to said casing, va helical flange on said casing, a helical flange on said shaft, said helical flanges being in concentric overlapping spaced relation, a resilient material between adjacent side faces ofthe flanges and bonded thereto foroopposing relative movement of y said shaft with respect tov said casing by stress within said resilient material and means for creating an initial preloading stress in said resilient material.

tively rotatable and normally axially movable with respect to said secondary member, a helical ange on said primary member, said helical flanges being in concentric overlapping relation and at least one pair of opposed side faces of said helical flanges being in spaced relation, a resilient material in the space between said helical flanges and bonded thereto for yieldingly opposing relative motion between said members, sto-p means operative to limit axial movement between said members, said resilient material being subjected to a uniform compressive stress throughout by said helical flanges upon relative rotation between said members.

15. A shock absorbing coupling device for coupling two relatively rotatable members comprising a secondary member, a helical flange on said secondary member, a primary member relatively rotatable and normally axially movable with respect to said secondary member, a helical flange on said primary member, said helical flanges being in concentric overlapping relation and at least one pair of opposed side faces of said helical flanges being in spaced relation, a, resilient material in the space between said helical flanges and bonded thereto for yieldingly opposing relative motion between said members, stop means operative to limit axial movement between said members, said resilient material being subjected to a uniform tensile stress throughout by said helical flanges upon relative rotation between said members.

16. A propeller hub comprising a hub casing containing an internal helical flange, a sleeve having an external helical flange thereon, said hub casing having means for securing propeller blades thereto and said sleeve being adapted to be connected to a source of power, a resilient material located between the flanges on said hub and said sleeve `and bonded thereto for permitting a limited relative rotation in either direction between said sleeve and said hub, and means to limit the axial displacement of said hub relative to said sleeve in either direction upon a predetermined relative rotation of said hub relative to said sleeve.

' LESTER M. TAYLOR. 

